Transport installation with independent vehicles

ABSTRACT

A high-capacity transport installation making use of passive vehicles of low passenger capacity but moving at a high frequency, hauled along a main track by a continuously moving traction cable. Bifurcations of the track at the level of the stations permit a deviation of the vehicles, without previous slowing down, on to a loop line where they are taken over by a drive system with friction wheels. The section of the track above the bifurcation is equipped with two guide rails, each of which extends along one of the tracks below the bifurcation. The track to be followed the vehicles is determined by guide components carried by the vehicles.

D United States Patent 1 1 1111 3,812,788 Laurent May 28, 1974 1 1 TRANSPORT INSTALLATION WITH 3,631,806 1/1972 mag 104/23 R s INDEPENDENT VEHICLES 3,650,216 3/1972 Broome 104/167 X [75] Inventor: Roger Laurent, Chambery, France Primary Examiner Gerald M. Foflenza [73] Assignee: Poma 2.000 S.A., Fontaine,France Assislam ne W- een Attorney, Agent, or FirmStevens, Davis, Miller & [22] F11ed. Apr. 4, 1972 Mosher [21] Appl. No.: 240,963

- ABSTRACT [30] Foreign Application Priority Data A high-capacity transport installation making use of Apr. 7, 1971 France 71.12413 Passive Vehicles of low Passenger capacity but moving at a high frequency, hauled along a main track by a 521 US. Cl ..104/130, 104/88, 104/184 Continuously moving traction cable- Bifurcations of 51 Int. Cl E0111 25/12 the track at the level of the Stations Permit a deviation 5 Field f Search 104/96, 88, 105 130, 139, of the vehicles, without previous slowing down, on to 104/140, 141, 147, 148, 165, 168, 173, 184, a loop line where they are taken over by a drive sys- 202, 204 211 214 tem with friction wheels. The section of the track above the bifurcation is equipped with two guide rails, [56] References Cited each of which extends along one of the tracks below UNITED STATES PATENTS the bifurcation. The track to be followed the vehicles 430 I79 (M890 B [04,184 is determined by guide components carried by the vemery 437,110 9/1890 Guerra 104 214 3,343,498 9/1967 Klamp 104/130 10 Claims, 10 Drawing Figures FATENTEDMAY 2 8 1974 SHEET 2 [IF 5 TRANSPORT INSTALLATION WITH INDEPENDENT VEHICLES The invention relates to a transport installation making use of independent vehicles, moving on tracks equipped with guide rails.

Installations of the kind indicated with vehicles running on special tracks at a high frequency in order to avoid practically any waiting in the stations are known. The vehicles or cars are of small dimensions and the understructure may be reduced in weight, which facilitates an overhead installation in urban areas. The installations known are complicated and necessitate devices for driving and/or for the selection of the route to be followed equipping each vehicle.

The object of the present invention is to remedy these disadvantages and to permit the use of passive vehicles capable of moving at a high speed, for example at meters/second, the whole control of the system being operated from fixed installations associated with the track.

Another object of the invention is to permit the diversion of the vehicles on to the loop lines, the bifurcations being crossed at the cruising speed without slowing down and in complete safety, irrespective of the frequency of arrival of the vehicles.

According to the invention, the vehicles are coupled to a traction cable while running on a main track connecting the successive stations and at the level of the stations they can follow loop lines equipped with friction or analogous drives. The drive effected by means of a cable ensures the synchronization of the movements of successive vehicles and is thus adapted to high speeds and frequencies. The friction drives take over the vehicles uncoupled from the cable in order to slow them down in the stations.

Another object of the invention is the recuperation of the braking energy of the vehicles with a view to their re-acceleration by particularly simple means ensuring the jerk-free functioning essential for passager transport.

In a simplified installation according to the invention the vehicles are distributed along two parallel tracks in the slowing-down zones, in particular in the stations in such manneras to permit maximum use of the main track by doubling the frequency between successive vehicles. These are guided successively on to one track or the other by their guide components which act in conjunction with one or the other of the two guide rails associated with the main track and extending beyond the bifurcation along one or the other of the parallel tracks.

Another object of the invention is to permit a selective control of the direction followed by the vehicles by means of ramps fixed on the track which position during the passage of the vehicles the guide components with which they are provided.

The installation may in this case have junctions with several tracks in particular three tracks at the level of a station, one of the tracks known as an express track, being followed by vehicles passing through the station without stopping, remaining coupled on to the traction cable, one loop track carrying vehicles transporting passengers wishing to alight in the station, and another track serving as a siding for vehicles without passing priority or of which the engagement on the main track must be delayed in case of an overload on this. The

third track could of course be a branch line to another circuit, so as to form a network adapted to the zones to be served. The selectivity of the guiding is effected by means of the flaps or ramps operating the guide components and the selectivity of the uncoupling of the vehicles deviated on to the loop lines may be achieved by the rails opening the coupling device the taking-up of the action of which is preferably coupled with the flap control, so as to avoid any false manoeuvre.

The directing of the vehicles at the bifurcations is accomplished by means of the usual guide components of the vehicle on the track and the whole is so laid out to ensure at all times a positive guiding of the vehicle and thus avoid any derailment. Any transfer of the guiding of one of the components towards the other necessitates a simultaneous intermediate phase of the guiding of the two components. In the case of guiding to the left, the right hand guide is positioned during a predetermined period of simultaneous left-right-guiding before the elimination of the guiding to the left. Thus any false manoeuvre is obviated.

Various methods of application are shown as examples on the accompanying drawings, in which:

FIG. 1 is a diagrammatic view of an installation according to the invention showing in two successive sections a three track bifurcation zone;

FIG. 2 is a side view in the direction of travel of a vehicle entering the bifurcation zone as shown in FIG. 1;

FIG. 3 is a diagrammatic side view of FIG. 2; FIG. 4 shows the respective position of the control flaps, when the vehicle is to be guided on to track 92;

FIGS. 5 and 6 are views analogous with that of FIG. 4, showing the position of the flaps respectively for guiding the vehicles towards express track 10 and siding 94;

FIG. 7 is a partial plan view of the vehicle according to FIG. 2, showing diagrammatically the device for the positioning of the carrier wheels by the guide components only one pair of the latter being shown;

FIG. 8 is a schematic plan view of the device for driving the vehicle by means of friction wheels;

FIG. 9 is a synoptic diagram of the control device of the device shown in FIG. 8;

FIG. 10 is a diagrammatic side view of a vehicle equipped with one guiding component and an electrical linear motor drive system on a loop line.

In these figures a vehicle 26 equipped with wheels 28, 28'; 30, 30', runs on rails or runways 18, 20 of a track formed by the upper face of I girders. A main track 10 comprises two lateral guide rails 22, 24 each consisting of a vertical rail fixed on or part of the I girder 18, 20.

Vehicle 26 of which only the platform is shown in the figures, can have a small car for 10 to 20 passengers and it is towed on track 10 by a traction cable 56 by means of a detachable coupling grip 55 (see FIG. 2). Wheels 28, 28', 30, 30 can swivel on vertical axles 32, 32; 34, 34' and steering rod assemblies 36, 38 link the wheels of a same axle so as to guide them in the curves in the track.

Vehicle 26 has guide wheels 48, carried by trolleys or guide components 44, 46 capable of acting in conjunction with guide rail 22 as well as wheels 48 capable of acting in conjunction with guide rail 24, these latter wheels being carried by trolleys 62, 64. Each of the guide trolleys 44, 46; 62, 64 carries two pairs of wheels 48 fitted loose on vertical axles 50 and situated on each side of guide-rail 22, 24. Guide wheels 48 position the vehicle 26 laterally on the track and prevent derailment. The wheels are advantageously lined with solid hard rubber to avoid any transverse movement of the trolley when contact is made with the lateral pneumatic acceleration and deceleration wheels, which will be described later. Support wheels 28, 28', 30, 30' are also preferably pneumatic tyred and guide wheels 48 of each of the trolleys always position this parallel with the general direction of the track, an oblique position in the curves in relation to vehicle 26 being permitted by pivoting around axles 40, 42, 66, 68. Link rods 52, 54 mechanically link the respective trolleys to the rods 36, 38, so as to impart this pivoting movement of the trolleys to the carrier wheels 28 to 30 so that the vehicle follows the curve in the track without any skidding of the tyres (see FIG. 7).

Trolleys 44, 46, 64, 64 are moreover mounted so as to slide on their respective axles 40, 42; 66, 68 so that they may lie-placed either in a lowered working position in which wheels 48 engage the corresponding guide rail or in the raised rest position freeing wheels 48. The support axles of the guide trolleys have fixed stops 70 and retractable stops 72, shown schematically by retractable stubs on FIG. 2, maintaining the trolleys in the working position or the rest position. Each guide trolley has an operating wheel 74, 76, 78, 80, respectively mounted so as to rotate on a horizontal axle and capable of acting in conjunction with operating rails or flaps installed on the track, so as to move, during the passing of the vehicle, the corresponding guide trolley to the lowered working position or to the raised rest position.

The opening and closing of the grip 55 coupling on to the cable 56 are brought about by rails 58 which extend over a section of the track and which during the passing of the vehicle are contacted by rollers 60 mounted on levers associated with the grip. The rails 58 operating the grip are fixed to a support 88 fitted so as to slide on spindles 90 and can take up, either a raised working position in which case grip 55 is actuated on the passing of vehicle 26 and uncoupled from traction cable 56, or a lowered rest position, the vehicle then remaining coupled on the cable (FIG. 2).

Each of the guide trolleys 44, 46; 62, 64 has on its outer side a friction surface 82 (see FIGS. 2 and 3) capable of acting when the trolley is in the lowered position, in conjunction with the tread of the drive or brak ing wheels 84, installed along the edge of the track so as to take over the movement of the vehicle after uncoupling from the haulage cable 56.

The parallelism between guide trolleys 44, 62, 46, 64 fitted at the level of the same axle of vehicle 26, is maintained by a connecting bar 86, so as to maintain the freed trolley parallel with its guide rail and thus permit its taking up of the working position at any moment. v

On referring more particularly to FIG. 1, there may be seen a junction with three tracks 10, 92, 94, formed by two consecutive bifurcations A and B. The circuit section shown in FIG. I may correspond with the entrance to a station of a passenger of goods transporter. Track is in this case the express track, over which run vehicles 26 not stopping in the station and remaining coupled to haulage cable 56 which extends over the length of track 10. These vehicles stopping in the station are for example diverted on to track 92 and taken over by braking or driving wheels 84. Rails 58 A operating the uncoupling of grip 55 are installed at bifurcation A, so as to uncouple the vehicles diverted on to track 92 from haulage cable 56. Rails 58 A are of course moved to the lowered rest position on the approach of a vehicle that is to travel over express track 10 or on the other branch track 94 below bifurcation B, which can for example be a siding, or used to waiting vehicles 26. Track 94 is also equipped with braking of driving wheels 84 taking over the vehicles engaged on this track, rails 58 B bringing about the uncoupling of the vehicles from haulage cable 56 at the level of bifurcation B. Above, in relation to the direction of movement of vehicles 26, the bifurcation or switch A, track 10 has two guide rails 22, 24 which follow respectively below the switch of track 92 and track 10. In a similar manner, track 10 above the switch B has guide rails 24 and an additional guide rail 96, which below the switch follow respectively the length of track 94 and track 10.

It is easily seen that the diversion of a vehicle on to loop track 92 is obtained by engaging the guide components or trolleys with operating wheels 74, 76 on to guide rail 22, while disengaging the guide components with wheels 78, from the guide rail 24. In a similar manner, a vehicle having its guide components engaged on guide rail 24, and those corresponding with rail 22 disengaged, is diverted on to loop line 94. The maintenance of a vehicle onexpress track 10 necessitates at the level of bifurcation A an engagement of the guide components on guide rail 24, then at the level of bifucation B the disengagement of these guide components and the engagement of the guide components with operating wheels 74, 76 on the additional guide rail 96.

The functioning of the installation is conditioned by a suitable positioning of the guide components so as to avoid a simultaneous engagement of the whole of the components at a switch, or inversely a disengagement of the whole which would result in the derailment of the unguided vehicle. The operation of engagement or disengagement of the guide components is achieved by means of ramps or operating flaps fixed on the track and installed on the trajectory of the operating wheels 74, 76 respectively 78, 80, so as to engage the latter on the passing of vehicle 26.

The operating flaps, schematically represented in FIGS. 2 and 3 by angle-irons 98, articulated at the upper end on a fixed horizontal pivot 100, are of a type raising or lowering the guide components and are respectively fitted below or above the trajectory of operating wheels 74 to 80.

Flaps 98 may be placed in a neutral horizontal position in which they do not interfere with the trajectory of operating wheels 74 to 80 or in an inclined working position involving the maintenance or placing of the guide components in a predetermined position. The working position of the raising flaps is a raised position whereas the working position of the lowering flaps is a lowered position. In FIG. 2, the whole of the flaps 98 has been shown in the horizontal neutral position. In FIG. 3, the first flap in the direction of travel of vehicle 26, indicated by the arrow, is a lowering flap shown in the neutral horizontal position, the second being a raising flap, shown in the raised working position. Flaps 98 are advantageously operated by remote control devices (not shown), which can be mechanical, electric, hydraulic or pneumatic, such devices being themselves well known.

In FIG. 1, the identifications of the raising flaps have an index r, whereas the lowering flaps have an index a. The flaps to the right of the track, in relation to the direction of travel of the vehicle have the identification D, those to the left of the track being identified by the letter G, letters A and B identifying the bifurcations to which belong the flaps considered. At one bifurcation B there is a raising flap to the right of the track DrB and to the left of the track a lowering flap GaB. Flap GaB is above flap DrB, so as to engage the guide components on guide rail 96 before disengaging the guide components from guide rail 24. Above bifurcation A there is on the right-hand side of the track a raising flap DrA, and above this a lowering flap DaA, while on the left-hand side of the track there is a raising flap GrA, preceded by a lowering flap GaA.

FIG. 4 shows the position of the various flaps associated with bifurcation A for the diversion of a vehicle on to loop line 92. It is easily seen that the left-hand operating wheels 76, 74 are lowered on passing flap GaA so as to engage the guide components on guide rail 22. Wheels 80, 78 are on the contrary maintained in or brought into the raised position by flap DaA, disengaging the vehicle 26 from guide rail 24. It should be noted that guide wheels 74 to 80 are brought into-the appropriate position no matter their position above the operating flaps. The vehicle is always guided perfectly because the disengagement of the guide components from guide rail 24 takes place after the engagement on guide rail 22. Any false manoeuvre may be obviated by a system of interlocking (not shown) preventing the simultaneous raising of the whole of the guide components. The operation of the flaps is advantageously combined with that of the uncoupling rails 58 A, so as to place these in the working position when the position of the flaps diverts the vehicle on to track 92. Such interlocking and operating combination devices are well known in themselves and it is useless to describe them in detail.

FIG. 5 represents in a manner similar to that of FIG. 4, the positioning of the various flaps for the deviation of the vehicle on to track and FIG. 6 shows the position of the flaps for a deviation on to track 94.

As soon as they are uncoupled from traction cable 56 the vehicles are taken over by friction wheels 84 of loop line 92, 94. Only the vehicles of which the guide components are in the position for deviation on to track 92, 94'and of which the friction surface 82 is therefore at the level of wheels 84 are therefore engaged by" these wheels, the other vehicles freely continuing their travel.

At the level of a station vehicles 26, for example on track 92, are decelerated and accelerated respectively on sections X and Z whilst circulating at reduced speed on an intermediate section Y where passengers board and alight.

On referring to FIG. 8, it may be seen that the friction wheels of each section X, Y and Z are so connected by means of shafts 102, 104, 106 as to form trains of wheels all rotating at the same speed, coupled respectively with a reversible hydraulic device 108, a motor 110 for example electric, and a reversible hydraulic device 112.

The running speed of the traction cable 56 is measured by a tachometric generator which delivers a speed signal S 56.

On referring to FIG. 9, may be seen hydraulic devices 108, 112, of which one of the pipes 116, 118 communicates with a pressure accumulator 120 and the other 122, 124 communicates with a discharge tank 126. I-Iydraulic devices 108, 112 are of the reversible adjustable flow type and are capable of functioning as either hydraulic pump or hydraulic engine. Hydraulic devices 108, 112 may for example consist of cylinder pumps, the regulating heads of which are operated by a servomotor 128, 130. A safety valve 132 opens automatically in case of excess overpressure in accumulator 120 and discharges the fluid through pipe 134 into tank 126. Accumulator 120 also communicates with a re charging unit consisting of a variable output pump driven, for instance, by an electric motor. Output regulator 140 of pump 136 is controlled by the pressure existing in accumulator 120 so as to maintain this pressure at an appreciably constant level.

A programming unit 142, electric or electronic, controls servo-motors 128, 130 and receives signals S 56 emitted by tachometric generator 114.

The deceleration and acceleration system according to the invention functions in the following manner:

At the entrance to a station, vehicle 26 is uncoupled from traction cable 56 while travelling at high speed before coming into contact with friction wheels 84. The latter are driven by the hydraulic device 108, functioning as an engine, at a tangential speed equal to that of cable 56. Vehicle 26 therefore comes into contact with the first wheel 84 without any jerk and sets off a deceleration cycle programmed by unit 142. The arrival of a vehicle on section X and the starting of a deceleration cycle may be detected by any means, for example by means of a photoelectric barrier. Programming unit 142 controls servo-motor 128, so as to make hydraulic device 108 act as a pump discharging fluid into accumulator 120. The output of pump 108 is so regulated as to bring about the deceleration of vehicle 26 in accordance with a predetermined program and to transfer the vehicle to the end of section X at a reduced speed corresponding appreciably with that of section Y, by which the vehicle is taken over without any jerk. While the vehicle is moving at a constant speed over section Y, passengers may board or alight. When not working the train of wheels in acceleration section Z runs under the action of engine 1 12 at a reduced speed corresponding with that of section Y, so as to permit a jerk-free transfer of vehicle 26 on to the acceleration section. The engagement of vehicle 26 on section Z is detected by a suitable means and sets off an acceleration cycle controlled by programming unit 142, which regulates by means of the servo-motor the power of engine 112, so as to accelerate gradually vehicle 26 engaged on section Z and bring it out of section Z at a speed corresponding exactly with that of the drive cable (not shown). The taking-over of vehicle 26 by the cable is effected jerkless by the attaching of the coupling grip to the cable.

Following the completion of a deceleration cycle, the decelerated vehicle having left section X, the hydraulic device 108 is reversed by servo-motor 128, so as to function as an engine and to re-accelerate the assembly of wheels 84 to a speed corresponding with that of cable 56, the installation then being ready to take the following vehicle. In a similar manner, friction wheels 84 of section Z are braked and brought to the slow speed of the wheels of section Y by the functioning as a pump of hydraulic device 112, controlled by servo- 7 motor 130.

When hydraulic device 108 functions as a pump it sucks fluid through pipe 122 into tank 126 to discharge it through pipe 116 into accumulator 120 under pressure. The braking energy is thus recuperated and is available for supplying hydraulic device 112 functioning as an engine to drive acceleration wheels 84, the fluid under pressure being taken from accumulator 120. A safety valve 132 prevents excessive overpressure in accumulator 120 and a topping-up pump can recharge accumulator 120.

The installation may of course be simplified and could consist of a single track doubled at the level of a station by means of a bifurcation as illustrated at A in FIG. 1, with only certain slow vehicles diverted on to the loop line to the station, the remainder continuing their travel as expresses.

In another manner the doubling of the main track in the stations permits the diversion of alternate slow cars on to these two tracks and thus the doubling of the frequency on the said main track.

In these two cases of simplified installations, using a single bifurcation, and the diversion of the vehicles being predetermined, the inactive guide and drive components may be omitted, as well as the flaps operating these components.

FlG. 10 shows such a simplified vehicle 26 with only one fixed mounted guide component. According to an embodiment of the invention shown in FIG. 10 the movement of the vehicle on the loop lines is performed by linear electrical induction motors 144 having stationary magnetic field structures with windings 146 staggered along the line. The armature 148 of the linear motor is rigidly connected to the guiding component and could be raised with the latter in an installation according to FIG. 2 away from the field structure. The deceleration and acceleration by the linear motors is electrically controlled in a well known manner similar to these of the friction wheels.

1n the slow-express system, the cable coupling device may be so designed as to act only on the slow vehicle in stations in which the express vehicles do not stop and to act also on the express vehicles in those stations in which all vehicles stop.

The installation according to the invention is particularly adapted to urban transport and its simplicity results on the one hand from the use of passive vehicles, the drive and control devices being associated with the track, and on the other hand from the fact that bifurcation points may be crossed at cruising speed without risk of derailment; The system may easily be automated by centralizing all the controls at one point on the system.

What is claimed is: 1. A transport installation comprising: main and loop tracks with running and guide rails, a plurality of independent passive vehicles capable of running on said tracks, guide components carried on the said vehicles and capable of acting in conjunction with each of said guide rails to guide the vehicles on the tracks, each guide component being able to take up two predetermined positions, one working position in which it acts in conjunction with the corresponding guide rail and a non-working position,

operating means for said guide components to bring these guide components selectively and individually into one or the other of the said positions,

a continuously moving traction cable throughout the length of the said main track,

drive means spaced out, along the said loop tracks to drive the vehicles along said tracks, coupling means in the form of grips fixed on the said vehicles and capable of coupling and uncoupling said vehicles on to and from said traction cable,

bifurcations connecting the said loop tracks with the said main track, said main track having sections above a bifurcation comprising two guide rails each continuously extending and being associated with one of the tracks below the bifurcation to divert the vehicles on to one or other of these latter tracks, by means of the working guide components of the vehicle, and

operating means for said coupling means associated with said track to open and close said coupling means,

said operating means for said coupling means and said operating means for said guide component being associated with the track above each bifurcation and being devised to uncouple from the traction cable a vehicle the guide components of which are in position to guide the vehicle on to a loop track.

2. An installation according to claim 1, in which the said operating means for said guide components associated with one of the said guide rails towards the said non-working position are preceded by means of operation of the guide components associated with the other of the said guide rails to said working position in such manner as to ensure the guiding of the vehicle by at least one of the said guide rails, with a period of overlapping.

3. A transport installation according to claim 1, comprising friction surfaces associated with the said guide components and capable of taking up a working position and a non-working position concurrently with the associated guide components and friction wheels spaced along said loop track and adapted to engage said friction surfaces to drive or brake said vehicle.

4. A transport installation according to claim 3, the said drive means comprising:

friction wheels spaced along the said loop track, in

such manner that the friction surface of a vehicle acts in conjunction with at least one of the successive friction wheels,

connecting devices between a series of successive wheels, so as to impose the same tangential speed to the said series of wheels and a hydraulic device for driving or braking the wheels.

5. An installation according to claim 4, comprising reversible hydraulic devices and so devised as to function as a hydraulic pump to brake the associated series of wheels and as a hydraulic engine to drive them.

6. An installation according to claim 5, comprising in addition means of interconnection of the successive hydraulic devices so arranged as to recuperate the energy from the hydraulic devices functioning as pump and supply the hydraulic devices functioning as engines.

7. An installation according to claim 6, comprising in addition a device for programming the deceleration and acceleration of the said hydraulic devices so as to control respectively the gradual deceleration and acceleration of a vehicle under the action of the said series of friction wheels.

8. A transport installation according to claim 1, com- 9. A transport installation according to claim 1, said drive means comprising linear electrical induction motors for driving said vehicles along said tracks.

10. A transport installation comprising:

main and loop tracks with running and guide rails,

a plurality of independent passive vehicles capable of running on the said tracks,

guide components carried on the said vehicles and capable of acting in conjunction with said guide rails to guide the vehicles on the tracks, a continuously moving traction cable throughout the length of the said main track, coupling means in the form of grips fixed on the said vehicles and capable of coupling and uncoupling them on to and from said traction cable, and bifurcations connecting the said loop tracks with the said main track, each of said vehicles having vertical axles each carrying a swivelling carrier wheel acting in conjunction with the said running rails, and a guide trolley at the level of each of the said axles and articulated on said vehicle with two pairs of wheels and a mechanical connection between the said trolley and the said swivelling wheels in order to steer the latterin function of the position of the guide trolley imposed by said guide rail of the track. 

1. A transport installation comprising: main and loop tracks with running and guide rails, a plurality of independent passive vehicles capable of running on said tracks, guide components carried on the said vehicles and capable of acting in conjunction with each of said guide rails to guide the vehicles on the tracks, each guide component being able to take up two predetermined positions, one working position in which it acts in conjunction with the corresponding guide rail and a non-working position, operating means for said guide components to bring these guide components selectively and individually into one or the other of the said positions, a continuously moving traction cable throughout the length of the said main track, drive means spaced out along the said loop tracks to drive the vehicles along said tracks, coupling means in the form of grips fixed on the said vehicles and capable of coupling and uncoupling said vehicles on to and from said traction cable, bifurcations connecting the said loop tracks with the said main track, said main track having sections above a bifurcation comprising two guide rails each continuously extending and being associated with one of the tracks below the bifurcation to divert the vehicles on to one or other of these latter tracks, by means of the working guide components of the vehicle, and operating means for said coupling means associated with said track to open and close said coupling means, said operating means for said coupling means and said operating means for said guide component being associated with the track above each bifurcation and being devised to uncouple from the traction cable a vehicle the guide components of which are in position to guide the vehicle on to a loop track.
 2. An installation according to claim 1, in which the said operating means for said guide components associated with one of the said guide rails towards the said non-working position are preceded by means of operation of the guide components associated with the other of the said guide rails to said working position in such manner as to ensure the guiding of the vehicle by at least one of the said guide rails, with a period of overlapping.
 3. A transport installation according to claim 1, comprising friction surfaces associated with the said guide components and capable of taking up a working position and a non-working position concurrently with the associated guide components and friction wheels spaced along said loop track and adapted to engage said friction surfaces to drive or brake said vehicle.
 4. A transport installation according to claim 3, the said drive means comprising: friction wheels spaced along the said loop track, in such manner that the friction surface of a vehicle acts in conjunction with at least one of the successive friction wheels, connecting devices between a series of successive wheels, so as to impose the same tangential speed to the said series of wheels and a hydraulic device for driving or braking the wheels.
 5. An installation according tO claim 4, comprising reversible hydraulic devices and so devised as to function as a hydraulic pump to brake the associated series of wheels and as a hydraulic engine to drive them.
 6. An installation according to claim 5, comprising in addition means of interconnection of the successive hydraulic devices so arranged as to recuperate the energy from the hydraulic devices functioning as pump and supply the hydraulic devices functioning as engines.
 7. An installation according to claim 6, comprising in addition a device for programming the deceleration and acceleration of the said hydraulic devices so as to control respectively the gradual deceleration and acceleration of a vehicle under the action of the said series of friction wheels.
 8. A transport installation according to claim 1, comprising a main track divided in the slowing-down zones into two parallel tracks, the said main track being equipped with two of the said guide rails, each of the said vehicles comprising guide components acting in conjunction with only one of the guide rails, the guide components of successive vehicles acting alternately in conjunction with one or the other of the said guide rails, in such manner as to divert the successive vehicles on to one or the other of the said parallel tracks while permitting a slowing down of the vehicles.
 9. A transport installation according to claim 1, said drive means comprising linear electrical induction motors for driving said vehicles along said tracks.
 10. A transport installation comprising: main and loop tracks with running and guide rails, a plurality of independent passive vehicles capable of running on the said tracks, guide components carried on the said vehicles and capable of acting in conjunction with said guide rails to guide the vehicles on the tracks, a continuously moving traction cable throughout the length of the said main track, coupling means in the form of grips fixed on the said vehicles and capable of coupling and uncoupling them on to and from said traction cable, and bifurcations connecting the said loop tracks with the said main track, each of said vehicles having vertical axles each carrying a swivelling carrier wheel acting in conjunction with the said running rails, and a guide trolley at the level of each of the said axles and articulated on said vehicle with two pairs of wheels and a mechanical connection between the said trolley and the said swivelling wheels in order to steer the latter in function of the position of the guide trolley imposed by said guide rail of the track. 